冯爱军 | 中国城市轨道交通2021年数据统计与发展分析（中英文）

本文发布已获得作者本人授权

原文发表在《隧道建设( 中英文)》

第42卷第2期

2022年2月

中国城市轨道交通

2021年数据统计与发展分析

Data Statistics and Development Analysis of Urban Rail Transit in China in 2021

冯爱军

( 北京城建设计发展集团股份有限公司, 北京100037)

1.中国城市轨道交通统计数据

 Statistical data of urban rail transit in China

1.1运营数据  Operation data

截至2021年底,我国拥有轨道交通的城市达50个,运营总里程约8939km;开通地面电子导向式胶轮系统(简称“智轨”系统)的城市5个,里程约79km;若统计智轨系统,合计53个城市开通轨道交通,运营里程约9018km,通车线路291条(含智轨线路5条)。2021年新增洛阳、绍兴、嘉兴、文山、芜湖、株洲、盐城、南平、蒙自9个城市开通轨道交通,新增开通线路45条(段),新增运营里程约1363km。

在开通运营的9018km线路中,开通地铁约7305km,包括40个城市(北京、上海、广州、深圳、南京、天津、重庆、大连、沈阳、长春、成都、武汉、西安、佛山、苏州、杭州、昆明、哈尔滨、郑州、长沙、宁波、无锡、青岛、南昌、东莞、合肥、南宁、福州、石家庄、厦门、贵阳、乌鲁木齐、济南、兰州、常州、徐州、呼和浩特、太原、洛阳、绍兴);开通轻轨285.6km,包括5个城市(北京、天津、武汉、长春、大连);开通单轨143.8km,包括2个城市(重庆、芜湖);开通市域快轨约577km,包括7个城市(北京、广州、南京、西安、温州、大连、嘉兴);开通磁悬浮58.7km,包括3个城市(上海、长沙、北京);开通有轨电车543.6km,包括22个城市(大连、长春、天津、上海、沈阳、南京、广州、苏州、淮安、青岛、珠海、武汉、深圳、北京、成都、佛山、天水、三亚、文山、嘉兴、蒙自、南平);上海、广州、重庆开通APM和自导向胶轮系统(云巴)25.6km;此外,株洲、宜宾、盐城、上海和苏州开通电子导向式胶轮系统约79km。其中,有轨电车、自导向胶轮系统、电子导向式胶轮系统的低运量系统约648km。另有北京、上海、成都、兰州利用既有铁路开通通勤列车,总里程610km。截至2021年底,轨道交通开通城市及线路情况见表1。表中总里程不含电子导向式胶轮系统和既有铁路开行市郊列车的线路,若含这2部分线路,总里程分别达到约9018km和9628km,比2005年的444km增长约19倍。

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As of December 31, 2021, the rail transit system has been deployed in 50 cities for a total operating mileage of about 8 939 km, and the ground electronic guided rubber-tired metro (smart track) has been deployed in 5 cities for a total mileage of 79 km. To sum up, there are 53 cities with a total operating mileage of about 9018 km. A total of 291 rail transit lines are open to traffic. In 2021, 45 new rail transit lines (sections) were opened in another 9 cities (Luoyang, Shaoxing, Jiaxing, Wenshan, Wuhu, Zhuzhou, Yancheng, Nanping, and Mengzi), with an additional operating mileage of about 1363 km.

The 9018 km operating mileage includes 7305 km metro in 40 cities (Beijing, Shanghai, Guangzhou, Shenzhen, Nanjing, Tianjin, Chongqing, Dalian, Shenyang, Changchun, Chengdu, Wuhan, Xi′ an, Foshan, Suzhou, Hangzhou, Kunming, Harbin, Zhengzhou, Changsha, Ningbo, Wuxi, Qingdao, Nanchang, Dongguan, Hefei, Nanning, Fuzhou, Shijiazhuang, Xiamen,  Guiyang,  Urumqi,  Jinan,  Lanzhou,  Changzhou,  Xuzhou,  Hohhot,  Taiyuan,  Luoyang,  and Shaoxing), 285.6 km light rail in 5 cities (Beijing, Tianjin, Wuhan, Changchun, and Dalian), 143.8 km monorail in 2 cities (Chongqing and Wuhu), about 577 km inter-city rapid rail transit in 7 cities (Beijing, Guangzhou, Nanjing, Xi′an, Wenzhou, Dalian, and Jiaxing), 58.7 km maglev in 3 cities (Shanghai, Changsha, and Beijing), and 543.6 km tram in 22 cities ( Dalian, Changchun, Tianjin, Shanghai, Shenyang, Nanjing, Guangzhou, Suzhou, Huai′ an, Qingdao, Zhuhai, Wuhan, Shenzhen, Beijing, Chengdu, Foshan, Tianshui, Sanya, Wenshan, Jiaxing, Mengzi, and Nanping). Shanghai, Guangzhou, and Chongqing have opened 25. 6 km APM and self-guided rubber-tired metro, and Zhuzhou, Yibin, Yancheng, Shanghai, and Suzhou have opened about 79 km electronic guided rubber-tired metro. The low-volume system, including tram, self-guided rubber-tired metro, and electronic guided rubber-tired metro, is about 648 km. Moreover, Beijing, Shanghai, Chengdu, and Lanzhou have opened commuter trains for a total mileage of 610 km with their existing railways. Specific cities and routes are listed in Table 1. In this table, the total mileage does not cover the lines for electronic guided rubber-tired metro and lines running suburban trains with existing railways. If the two types of lines are included, the total mileage will reach 9018 km and 9628 km respectively.

从表1看出,轨道交通运营里程超出400km的城市有7个,分别是上海、北京、广州、成都、武汉、南京、深圳;运营里程为200~400km的城市有9个,分别是重庆、杭州、青岛、天津、西安、苏州、大连、沈阳、郑州;运营里程为100~200km的城市有8个,分别是宁波、长沙、合肥、昆明、南宁、南昌、长春、无锡;以上24个城市的运营线路均在4条或4条以上;拥有2条及以上线路的城市达到37个。逐步形成网络化运营格局。

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From Table 1, we can find that 7 cities each have an operating mileage of over 400 km, including Shanghai, Beijing, Guangzhou, Chengdu, Wuhan, Nanjing, and Shenzhen; 9 cities each have an operating mileage of 200 ~ 400 km, including Chongqing, Hangzhou, Qingdao, Tianjin, Xi′an, Suzhou, Dalian, Shenyang, and Zhengzhou; 8 cities each have an operating mileage of 100 ~ 200 km, including Ningbo, Changsha, Hefei, Kunming, Nanning, Nanchang, Changchun, and Wuxi. The above 24 cities each own 4 or over 4 operating routes. There are 37 cities each owning over 2 operating routes. These cities gradually form a network operation pattern.

2021年,除地铁制式开通里程较多外,市域快轨和低运量轨道交通系统线路里程增加较多,分别增加了128.9km和142.7km,单轨制式增加了46.3km。各制式分布比例分别是地铁81%,轻轨3%,低运量系统7%,市域快轨6%,单轨2%,磁悬浮系统1%。截至2021年底,各系统制式分布如图1所示。可以看出,地铁仍是城市轨道交通的主要系统制式。

自1969年我国开通第1条地铁以来,历年城市轨道交通开通线路及城市情况,见表2。

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As of December 31, 2021, the mileage of urban rail transit is 9018 km, which is increased by 8574 km from the 444 km in 2005 (about 20 times the mileage 17 years ago).

In 2021, besides the major metro mileage added, the inter-city rapid rail transit, low-traffic rail transit, and   monorail also saw rapid development, with the mileage increased by 128.9 km, 142.7 km, and 46.3 km each. The distribution of rail transit systems includes 81% metro, 3% light rail, 7% low-volume system, 6% inter-city rapid rail transit, 2% monorail, and 1% maglev, as shown in Fig.1. We can find that metro is still the dominant model for urban rail transit.

In Table 2, the editor has summed up the lines opened each year and opening cities since 1969 when the first metro of the Chinese mainland was opened.

2021年全年累计完成客运量237.5亿人次,比2005年的年客运量18亿人次增长219.5亿人次,约为2005年的13倍。

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In 2021, the accumulated traffic volume was 23.75 billion passengers, an increase of 21.95 billion compared with the annual volume of 1.8 billion in 2005, 13 times the volume 16 years ago.

1.2新增建设规划批复情况 Approval of new construction plans

2021年,国家发改委共批复了3个城市的新一轮建设规划,共计13条线路、314.6km,投资约2233.51亿元。新增项目所涉及的线路制式均为地铁制式。

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In 2021, the National Development and Reform Commission (NDRC) approved a new round of construction plans for three cities, covering a total of 13 lines (314.6 km) and an investment of about RMB 223.351 billion. All the lines involved are metro systems, including:

1)佛山市城市轨道交通第2期建设规划(2021—2026年):建设2号线2期、4号线1期、11号线等3个项目,总长度115.8km,其中佛山市境内110.8km、广州市境内5.0km。近期建设项目总投资为772.13亿元,其中佛山市境内736.18亿元、广州市境内35.95亿元。

2)青岛市城市轨道交通第3期建设规划(2021—2026年):建设2号线2期、5号线、6号线2期、7号线2期、8号线支线、9号线1期、15号线1期等7个项目,线路规模139km,估算总投资980.7亿元。

3)无锡市城市轨道交通第3期建设规划(2021—2026年):建设4号线2期、5号线、6号线等3个项目,总长度59.8km,近期建设项目总投资480.68亿元。

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Foshan Urban Rail Transit Phase-II Construction Plan (2021 ~ 2026): three projects, covering Phase II of Line 2,Phase I of Line 4, and Line 11, with a total mileage of 115.8 km (110.8 km in Foshan and 5.0 km in Guangzhou). The total investment for recent construction projects is RMB 77.213 billion, including RMB 73.618 billion in Foshan and RMB 3.595 billion in Guangzhou.

Qingdao Urban Rail Transit Phase-III Construction Plan (2021 ~ 2026): planned to build 7 projects, including Phase II of Line 2, Line 5, Phase II of Line 6, Phase II of Line 7, Branch Line of Line 8, Phase I of Line 9, and Phase I of Line 15, with a total mileage of 139 km and an estimated total investment of RMB 98.07  billion.

Wuxi Urban Rail Transit Phase-III Construction Plan (2021 ~ 2026): three projects, including Phase II of Line 4, Line 5, and Line 6, with a total mileage of 59.8 km and a total investment of RMB 48.068 billion for recent construction projects.

另外,2021年国家发改委印发了《长江三角洲地区多层次轨道交通规划》(发改基础〔2021〕811号)和《成渝地区双城经济圈多层次轨道交通规划》(发改基础〔2021〕1788号)。《长江三角洲地区多层次轨道交通规划》包含30条市域(郊)铁路,共计约1367km,直接工程费3934亿元;《成渝地区双城经济圈多层次轨道交通规划》包含8条市域(郊)铁路,共计约478km,直接工程费1162亿元。

根据各方信息,有超过100个城市提出了轨道交通发展规划和设想,规划总里程超过1万km,城市轨道交通仍然呈大规模快速发展态势。

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Also in 2021, NDRC issued the Multi- level Rail Transit Plan for the Yangtze River Delta (FGJC [ 2021] No.811)and the Multi-level Rail Transit Plan for the Chengdu-Chongqing Economic Circle (FGJC[ 2021] No.1788). The first Plan covers 30 municipal (suburban) railways with a total mileage of about 1 367 km and a direct engineering cost of RMB 393.4 billion. The second Plan covers 8 municipal (suburban) railways with a total mileage of about 478 km and a direct engineering cost of RMB 116.2   billion.

According to sources, more than 100 cities have put forward rail transit development plans and assumptions, with a total planned mileage exceeding 10 000 km. Urban rail transit shows a trend for large-scale and rapid development.

2.行业技术发展方向

Directions of technological development of the industry

2.1政策动向 Policy tendency

城市轨道交通是具有公益属性的重要基础设施,是一头连着民生福祉、一头连着城市发展的重大民生工程;是引领和优化城市空间布局,改善城市居民生活品质,连接城市生产和消费,提升人民群众幸福感、获得感的重要载体;是重塑城市空间形态,增强城市承载能力,实现城市可持续发展的重要支撑。但同时,在网络一体化融合程度、安全风险应对能力、运营效率、服务水平以及财务可持续能力等方面还存在进一步提升的空间。因此,在国家陆续出台的相关政策方面,都凸显了对城市轨道交通发展的重视。

2021年3月,《中华人民共和国国民经济和社会发展第十四个五年规划和2035年远景目标纲要》提出,要加快交通、能源、市政等传统基础设施数字化改造,优先发展城市公共交通,推动能源清洁低碳、安全高效利用,深入推进工业、建筑、交通等领域低碳转型。

2021年3月,国务院《关于加快建立绿色低碳循环发展经济体系的指导意见》指出,推动能源体系绿色低碳转型,提升交通基础设施绿色发展水平,将生态环保理念贯穿交通基础设施规划、建设、运营和维护全过程,打造绿色轨道交通。

据相关消息:“十四五”期间,国家发改委将进一步细化城市轨道交通审批条件,不受理不具备条件的城市和一般地级市的首轮建设规划;同时规定,开通运营3年后客流不达标的,不能上报新一轮建设规划。

对于市域快速轨道交通(市域(郊)铁路),2020年12月7日发布的《国务院办公厅转发国家发改委等单位关于推动都市圈市域(郊)铁路加快发展意见的通知》(国办函(2020)116号),对市域(郊)铁路的功能定位、技术标准、规划编制、公交化运营、地方政府投资主体、综合开发等方面给出了明确意见。明确都市圈所在地城市政府为发展市域(郊)铁路责任主体,支持科学编制市域(郊)铁路建设规划;明确规划的报批和审核比照城市轨道交通建设规划管理的相关规定执行。运营管理方面,提出加强客运组织优化,采取灵活的运输模式,推进多元化、公交化运输组织;提升运营服务水平;鼓励运营方式、运营主体多元化,支持有经验的市场主体参与运营。

对于低运量轨道交通项目,国家层面也出台了相关政策。原则上,低运量轨道交通项目直接工程投资(即工程费用和车辆购置费)不得超过1亿元/km,初期客流强度不得低于0.1万人次/(km·d)。对不满足条件的项目,要反复论证才能开展审批程序,且相关情况要提前报国家发改委。低运量轨道交通项目建设期总投资中的财政资金比例不得低于80%。项目所在地市县区列入债务风险预警和隐性债务风险等级较高的,应暂停项目审批。

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Urban rail transit, as an important infrastructure with public welfare attributes and a major livelihood project for the convenience and benefit of the people, is essential for the wellbeing of the people and urban development. It is an important carrier that shapes and optimizes urban spatial layout, improves urban residents′ living quality, connects urban production and consumption, and enhances people′s sense of well-being. It is also an important pillar for reshaping the urban spatial form, strengthening urban carrying capacity, and realizing urban sustainable development. However, urban rail transit needs further improvement in network integration, security risk response, operational efficiency, service level, and financial sustainability.

For this reason, all related national policies have attached importance to the development of urban rail transit.

In March 2021, the Outline of the People′s Republic of China 14th Five-Year Plan for National Economic and Social Development and Long-Range Objectives for 2035 pointed out that we must speed up the digital transformation of traditional infrastructures such as transportation, energy, and municipal administration, prioritize the development of urban public transportation, promote the safe and efficient use of clean and low-carbon energy, and further advance the low-carbon transformation in industries, buildings, and transportation fields.

In March 2021, the Guiding Opinions of the State Council on Accelerating the Establishment of a Sound Economic System with Green , Low-carbon , and Circular Development gave the requirements of promoting the green and low-carbon transformation of the energy system, improving the green development level of transportation infrastructures, and sticking to the concept of ecological and environmental protection throughout the planning, construction, operation, and maintenance of transportation infrastructures to create a green rail transit system.

According to related news: During the "14th Five-Year Plan" period, NDRC will further refine the conditions for approval of urban rail transit that the first-round construction plans submitted by unqualified cities and general prefecture-level cities will not be accepted; NDRC also stipulated that if the passenger flow fails to meet the standard after three years of operation, the new round of construction plans must not be submitted.

For urban rapid rail transit (municipal/suburban railway), on December 7, 2020, the General Office of the State Council forwarded the notice of NDRC and other units on accelerating the development of urban (suburban) railways in metropolitan areas (GBH (2020) No.116), which gave clear opinions on the functional orientation, technical standards, planning, bus-mode operation, local government investors, and comprehensive development of these railways. It identified the government of the metropolitan area as the main body for the development of urban (suburban) railways, supported scientific preparation of the urban ( suburban ) railway construction plans, and specified that the plan submission and approval procedure shall follow the provisions for the management of construction plans for urban rail transit. In terms of operation management, it proposed to strengthen the organization optimization of passenger flow, adopt flexible transportation mode, and promote diversified and bus-like transportation. It also required the industry to improve the operation and service level, encouraged diversified operation modes and operators, and supported experienced market players to participate in the operation.

For low-volume rail transit projects, relevant policies have also been issued at the national level. In principle, the direct investment of a low-volume rail transit project, namely the project cost and vehicle purchase cost, must not exceed RMB 100 million per km, and the initial passenger flow must be at least 1,000 person-times per km per day. Unqualified projects shall be subject to repeated argumentation before the approval procedure can be launched, and relevant information must be reported to NDRC. The proportion of financial funds to the total investment of low-volume rail transit projects during the construction period shall be 80% or higher. For cities and counties where the project location is listed in debt risk warnings and with a higher risk of hidden debt, project approval shall be  suspended.

2.2技术发展方向

2021年10月,中国土木工程学会组织其轨道交通分会,并联合北京城建设计发展集团等多家理事单位共同编制并发布了《城市轨道交通技术发展纲要建议》(2021—2025)。纲要明确指出:我国城市轨道交通的技术创新与发展,应全面贯彻落实国家交通强国和城市化发展战略,以服务人民群众出行为根本目标,坚持创新、协调、绿色、开放、共享的新发展理念,遵循网络化发展规律,在规划、勘测、设计、施工、运营、维保等全生命周期各阶段,通过不断提高城市轨道交通绿色建造和智慧运维水平,搭建城市轨道交通数字化基础平台,提升运营服务品质,有效降低建设和运营成本,强化人才培养和学科建设,减少碳排放,使我国城市轨道交通整体技术达到国际先进水平,逐步实现城市轨道交通的高质量可持续发展。城市轨道交通技术发展的总体发展原则是更融合、更绿色、更智慧、更高效、更安全。主要技术发展方向如下:

1)网络规划融合化。城市轨道交通的规划与城市国土空间规划、土地资源利用相结合,统一规划;轨道交通场站周边城市建设与综合交通枢纽一体化同步实施;构建多层次轨道交通网络,实现轨道交通网络互联互通和资源共享;发展规模合理、经济适用的市域快速轨道交通系统和中低运量轨道交通系统,有条件时优先选择节能型地面和高架线路敷设方式。

2)基础设施绿色化。拓展以装配式技术为主的轨道交通建造技术应用场景;推进车站及车辆基地建筑的绿色节能技术应用;开展超深埋地下工程勘测及建造技术、大跨度地下空间建造技术的研究与应用;形成标准化设计、装配化施工、智能化建造的成套技术体系;以数字化建造为基础,形成智慧工地管理技术;形成基础设施运营病害诊断、评价、治理的成套关键技术及工艺工法。

3)机电设备智慧化。大力推进智慧城轨建设,与5G、云计算、大数据、人工智能、物联网等产业深度融合,改善和优化机电设备系统配置、提高可靠度,构建基于数据驱动的轨道交通智能化机电系统;优化推广自主化全自动运行技术;推广弱电系统综合集成技术;推动可靠性、可用性、可维修性、安全性(RAMS)管理体系应用,优化系统配置。

4)运营管控高效化。搭建运能精准投放的调度指挥平台;构建智能化的综合服务平台;打造无人值守的车站智能管控一体化平台;构建智能、联动的安全应急处置平台;构建设备设施综合检修管控平台;构建综合运营碳排放测算平台。

5)系统安全韧性化。建立健全城市轨道交通系统“勘测—设计—施工—运营—维护”5个维度的安全评估体系;建立多灾种的防灾体系;运用物联网、大数据、人工智能等前沿技术,提高设施监测、预警及处置能力;建立城市轨道交通关键信息基础设施的安全保护机制;建立关键技术装备认证体系。

英文正文请向上滑动阅览

In October 2021, China Civil Engineering Society organized its rail transit branch, together with Beijing Urban Construction Design & Development Group Co., Ltd. and other Council Members, to jointly compile and issue the Outline Proposal for Technological Development of Urban Rail Transit (2021 ~ 2025). The Outline clearly points out that during technological  innovation  and  development  of  domestic  urban  rail  transit, we  should  fully  implement  the development strategy of building a strong transportation network for urbanization, serve the fundamental goal of facilitating people′s travel, adhere to the new development concept of innovation, coordination, green, openness, and sharing, and follow the law of network development. During every stage of the whole life cycle, such as planning, survey, design, construction, operation, and maintenance, through a series of effective measures (e. g. continuously improving the green construction and intelligent O&M level of urban rail transit, building basic digital platforms of urban rail transit, improving the quality of operation services, effectively reducing the construction and operation costs, strengthening personnel training and discipline construction, and reducing carbon emissions), we can improve the overall technology of domestic urban rail transit to the international advanced level and gradually realize the high-quality and sustainable development of urban rail transit. The overall development principle of urban rail transit technology is more integrated, greener, smarter, more efficient, and safer. The technological development goes towards:

(1)Integrated network planning: integrate urban rail transit with urban land space and land resource utilization for unified planning; launch urban construction around rail transit stations and depots simultaneously with the integration of comprehensive transportation hubs; build a multi-level rail transit network to realize the interconnection and resource sharing of rail transit networks; develop economical and applicable urban rapid rail transit systems and medium-and- low-volume rail transit systems with a reasonable scale, and choose energy-saving ground and elevated lines when conditions permit.

(2)Green infrastructures: expand the application scenarios of fabrication technology and other rail transit construction technologies; promote the application of green and energy-saving technologies for buildings in stations and depots; study and apply the ultra-deep underground engineering survey and building technology and large-span underground space building technology; form a complete technical system covering standardized design, fabricated construction, and intelligent construction; base on digital construction and develop management technologies for intelligent sites; cultivate a complete set of key technologies and methods for diagnosis, evaluation, and treatment of infrastructure operation diseases.

(3)Intelligent electromechanical equipment: vigorously promote the construction of smart urban rail transit, deeply integrate with 5G, cloud computing, big data, artificial intelligence, and Internet of Things, improve and optimize the configuration of electromechanical equipment systems, enhance the reliability, and build a data-driven intelligent electromechanical system for rail transit; optimize and promote the proprietary and full automatic operation technology; popularize the comprehensive weak current integration technology; advance the application of reliability, availability, maintainability, and safety (RAMS) management system, and optimize system configuration.

( 4 ) Efficient operation and control: build a dispatching and command platform for accurate deployment of transportation capacity; set up an intelligent comprehensive service platform; create an unattended station intelligent and integrated management and control platform; establish a safety emergency response platform with intelligent linkage; build a comprehensive maintenance and control platform for equipment and facilities; build a comprehensive operation and carbon emission measurement platform.

(5) Resilient system safety: establish and improve the safety evaluation system of the urban rail transit system in five dimensions: " survey-design-construction-operation-maintenance "; establish a disaster prevention system covering multiple types of disasters; improve monitoring, early warning, and disposal capabilities for facilities with cutting-edge technologies such as Internet of Things, big data, and artificial intelligence; establish a safety protection mechanism for key information infrastructures of urban rail transit; set up a certification system for key technical equipment.

注:文中未包括中国香港、澳门特别行政区及台湾地区的数据。 

Note: The data do not include those in Hong Kong, Macao, and Taiwan Prorince of China.

（消息由城市轨道交通网CCRM综合整合，涉及版权请联系删除，如有转载请标明出处）

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